Controlling apparatus for locomotives



Sept. 5, 1933. LEMP 1,925,839

CONTROLLING APPARATUS FOR LOCOMOTIVES Filed March 26 1931 II I L y 1 F54 10/ R I Qnmgmummrin W 'f in rl fia w Patented Sept. 5, 1933 UNITED STATES PATENT OFFICE CONTROLLING APPARATUS FOR LOCOMOTIVES Application March 26, 1931. Serial No. 525,373

10 Claims.

This invention relates to speed controlling apparatus, but more particularly to apparatus of this character intended to be used for regulating the power supply to a prime mover, such as an internal combustion engine, of a locomotive.

One object of the invention is to enable the power controlling devices of a plurality of internal combustion engines to be simultaneously operated for effecting synchronized operation of the engines throughout their entire speed ranges.

Another object is to obtain uniform regulation of the speeds of the engines through the use of suitable electrically operated devices, such as reversible motors connected in multiple and through the use of manually operable devices interposed in the motor circuits and adapted to control all of the motors simultaneously.

Other objects will be in part obvious and in part pointed out hereinafter.

In the accompanying drawing forming a part of this specification and in which similar reference characters refer to similar parts,

Figure l is a plan view of a plurality of locomotives connected for synchronized operation and being equipped with controlling means constructed in accordance with the practice of the invention, and

Figure 2 is a diagrammatic View of a control station and its connections practically applied to a power-controlling device of an internal combustion engine, said power-controlling device being shown in vertical position and partly in section. A

Referring more particularly to the drawing and at first to Figure 1, A and B designate locomotives which may be identical in all their essential respects and, as shown, are connected together by suitable coupling devices C.

Each locomotive A has mounted thereon a prime mover, such as an internal combustion engine D, equipped with a power-controlling device designated generally by E for controlling the admission of fuel to the engine.

A generator F is connected to be driven by the engine to generate current for the various electrically operated devices of the locomotive including a traction motor G which may be connected, as by means of a gear train H, to an axle J of traction wheels K. Preferably an auxiliary generator designated by L is connected to be driven by the engine D for charging a battery 0 to which it may be connected by suitable cables P and Q. On the opposite ends of each locomotive are arranged control stations R, whereby the speed of the engines D may be controlled through instrumentalities and in a manner to be more fully described hereinafter.

The power-controlling device E, which is shown for illustrative purposes as a fuel governor, may be mounted in any suitable manner on the engine D to control the fuel supply to the several cylinders of the engine D. Briefly, this power-controlling device E comprises a rocker-arm Swhich may be. connected to the engine to be actuated thereby in a well known manner. 7 The rockerarm carries a rod T adapted to open a fuel valve U which controls communication between a connection V leading from a source of fuel supply and a pipe W through which the fuel may flow to a distributing device (not shown) for distribution to the engine cylinders.

The degree of opening of the valve U is controlled by a finger X which seats upon a cam surface Y of the rocker-arm S and is connected tobe shifted along said cam surface by a rod Z upon which act the weights b of a centrifugal governor for varying the position of the finger X in accordance with the variations of the speed of the engine D.

The finger X is connected, as by means of a link 0 to one end of the cam d, and the other end of thecam is pivotally connected to a bracket e. The camd in turn is provided with a shiftable fulcrum f, illustrated as being in the form of a roller, which is carried by an arm 9 of a bell crank h pivoted at its angle to the bracket 6.

- The power-controlling device E, selected for illustrative purposes, is constructed in accordance with a known type and further explanation thereofv is therefore considered unnecessary. It may, however, be stated that, during operation of the engine or engines, the amount of fuel supplied to the engine or its distributor is dependent upon the degree of opening of the valve -U and such opening of the valve, in turn, is de- 9 pendent upon the position of the shiftable fulcrum For instance, when the fulcrum f occupies a position closely adjacent the point at which the cam d is pivoted to the bracket e an amount of fuel is passed to operate the engine at an idling speed. Conversely, when the fulcrum f occupies a position at or near the other end of the cam d the valve U may be fully opened to admit a maximum fuel charge to the engine cylinders.

. In accordance with the practice of the invention an arm 7' of the bell crank it is provided with a segmental rack is wherewith meshes a worm 0 carried by a shaft p of a motor q. The motor q is of the reversible type and is illustrated as 110 Interposed in theconductor u is a trip switch .2 which is normally held closed by aspring 2 acting therea'gainst. This switch is so arranged that it lies in the path of the segment rack 7c, an end 3 of which is adapted to open the switch 2 as'the rack is approaches a position which will carry the fulcrum f to a position for effecting a mini mum supply of fuel to the engine, as during the idling speed of said engine D. Similarly, a spring pressed trip switch 4 is disposed in the conductor v and arranged in the path of movement of the rack k, the opposite end 5 of which rack is adapted to open the said switch 2 when the fulcrum f occupies a position corresponding'to a maximum speed'of the engine D.

The control station Rwhereby the motor or motorsq are controlled may comprise a pedestal or base 6 seated upon the floor of the locomotives A and of a convenient height and serves as a bearingfor a' vertical shaft 7. Affixed'tothe upper ,end'of the shaft in any suitable manner is a quadrant 8 having teeth 9 on its outer edge to mesh with a worm 10 carried by the shaft 11 of irreversible motor 12";similar 'in'all essential, respects 'tothe motors q, that is, the motor 12 is provided with field windings 13 and l4'conis adapted to'be opened byan oppositeend'zl of the' quadrant 8 in another limiting position the operator.

.The shaft -'1 may be suitably in'sulated from the quadrant 8,. and to the upper endlofs'aidgshaft is afiixed a switch arm 22 so that said arm'm'o'ves withthe quadrant, 8 and relatively to a fixed quadrant-23 which may lie-affixed to'the' pedestal 6 to'indicate the various positions of the switch arm- 22' and which positions correspond to the setting or positiono f the fulcrum j On the-free end or the switch arm and disposed on opposite sides thereof are a pair of extensions 24 and 25 which maybe insulated from the arm 22 and carry contacts '26 and 27 respectively. Leading from the extension 25 is a conductor'28- which is connected with its other end to the cable w and a conductor 29 connects the extension 24 to the cable as.

Arranged. on, the switch arm 22 and connected thereto as by means of a pivot 30 is amanually operable control lever 31 having on opposite sides thereof contactors. 32 and 33' to seatupon the contacts 26 and 27 respectively. The'lever 31 is intended to normally occupy a neutral position between the extensions 24 and 25*an'd,'to this end, said extensions are provided. with spring, pressed plungers 34" which act upon opposite sides of the lever 31to restore said'lever to an intermediate position upon release "thereof by The energy supply for energizing the various motors may be obtained from any suitable source, as for instance, from the battery 0 and the battery O is accordingly connected to the shaft 7 by a conductor 35. In order to complete the circuits of the motors 12 said motors may be provided with conductors 36 leading from the armatures 19' to a ground 37 and which ground may be the frame of the locomotive A.

From the above description it will be seen that a follow-up motion is provided whereby the quadrant 8 is made to assume a position corresponding to anypredetermined position of the control lever 31. Due to the similarity of the actuating motors l2- and q the quadrants 8 and k and any similar governing quadrants will also assume substantially similar positions. However, since it is practically impossible to obtain two motors that will run at exactly the same speed without-complicated governing mechanism there is apt tobe some slight difference in movement of the quadrants which if allowed to accumulate wi1l=after a number of operations be quite-apprecia'bie; To avoid this cumulative difl'erence this arrangement provides that the motors I2 q will be caused to retum their respective quadrants 8 and k toexactly similar positions with respect to'each other when the controller lever 31 is in some particular position. In this case two such positions are-chosen theybeingthe alloff or idling-position and thefull load or all-on position They are chosen because they arethe positions-most often used; consequently the correctionof the quadrant motion is quite frequent. An advantage gained by choosing these positions is also that the operator-ean-i-n-any case be'sure that-when he turns the'lever' 3-I tothefuH-load position his engines D w'illdeliver their full power. At other loads; exact division of load between engines is not quite so important.

- The operation'of the devieeis as follows: Let it be assumed that the switch arm 22 of the control station occupies a limiting position'corresponding tothe maximum fuel admission to the engine so that the fulcrum f occupiesa position near the free end of the cam d' and that it be desired todecelerate the speed of the engines. The lever 31 may then be moved in the direction of the extension 25 to bring the conta'ctor and the'contact'2'7 together. Electricalcurrent will then flow from the battery through the switch arm 22 of the lever 3ljthe conductor 28', cable w andthe conductor it through the winding 1 of the motor q to rotate the shaft p and thus raisethe army. This movement of the arm will causethe fulcrum I to move in the direction of the bracket e' and thus diminish the flow of fuel to the engineD.

As long as the contactor 33- engages the contact-2'Tcurrent will also be supplied to the winding 13 ofthe motor I2 associated with the control station selected for controlling the engines I). This'motor will actuate-the quadrant 8, together with the switch arm 22, in the direction inwhich the operator presses the lever 31. When the switch arm 22 reaches a position corresponding to a desired-'setting'of the fulcrum f the lever 31 will then be in" a neutral position'between the exten'sions24 and 25 thus opening the-motor circuit. The motor 12 will then come to rest as will also the motors q so that the fulcrums 9' will re'- mainstationary until the lever 31 is again actu ated to shift the fulcrum's f. I

' In the event: that opera-ting conditions necessitat'ea fulired'u'ction-in engine speed'the' lever maybe maintained in'aposition 'toinsure conits t'act between the contactor 33 and the contact 2'7 throughout the entire range of movement of the switcharm. The motor 12 will thereupon actuate the switch arm 22 to thextreme position in which the end 19 of the quadrant 8 will open the switch 18. By so-doing the supply of energy will be cut-off from the motors q which, during the shifting of the switch arm also operate to shift the respective fulcrum) wherewith they are associated toa position for effecting an idling speed of the engines D.

Whenever the fulcrums f of the several powercontrolling devices E reach this idling position the end 3 of the racks It will open the switches 2 and cut-01f the supply of energy to the motors q for bringing the motors q to rest.

When operating under ideal conditions the switches s will of course be simultaneously tripped so that in consequence the motors q will simultaneously come to rest in either of the extreme positions of the fulcrums f. It is possible, however, owing to friction losses and other causes, that one motor q may lag somewhat behind the other motors. When this does occur the lagging motor will merely continue operating until the rack R: which it actuates reaches a position for tripping its switch a and the fulcrum 1 associated therewith will therefore also reach the same position with respect to its cam d as the fulcrums f of the other engines.

From the foregoing description it will be apparent that the present invention affords a means for effecting close regulation of the power-controlling devices and that such power-controlling devices may therefore be actuated in synchronism irrespective of their relative locations and, that in consequence, the engines which they control will also operate in complete synchronism.

Although the invention is shown and described as being applied as a means for effecting the operation of the power-controlling devices of engines located on adjoining locomotives, it will be obvious to those skilled in the art that it is like wise applicable to a plurality of engines grouped on a single locomotive or to engines of locomotives located remotely with respect to each other.

I claim:

1. In a controlling apparatus for locomotives, the combination with an engine and power-controlling means therefor, of an electrical motor for actuating the said power-controlling means, manually operable switch means shiftable to different positions for controlling the energy supply to the motor, spring-pressed means for opening the switch means to deenergize said motor in all positions of the switch means, and means for retaining the switch means immovable in any position in which it is set.

2. In a controlling apparatus for locomotives,

the combination with an engine and power-con trolling means therefor, of an electric motor adapted upon energization to effect the operation of said power-controlling means, and means actuated by the motor to deenergize said motor.

3. In a controlling apparatus for locomotives, the combination with an engine and power-controlling means therefor, of an electric motor to effect the operation of the power-controlling means, means including a manually operable switch for energizing the motor, and a motor for opening the switch to cut off the energy supply to the first said motor.

4. In a controlling apparatus for locomotives, the combination with an engine and power-controlling means therefor, of an electric motor to effect the operation of the power-controlling means, a manually operable switch for the motor adapted to be set at positions corresponding to predetermined positions ofthe power-controlling means, and a second motor for opening the switch to cut off the energy supply to the first said motor.

' 5. In a controlling apparatus for locomotives, the combination with an engine and power-controlling means therefor, of an electric motor to effect the operation of the power-controlling means, a manually operable switch adapted to be set to different positions corresponding to predetermined positions of the power-controlling means, and a second motor controlled by the switch and being operably'connected thereto for opening said switch to cut off the energy supply to the first said motor.

6. In a controlling apparatus for locomotives, the combination with an engine and power-controlling means therefor, of a reversible electrical motor to effect the operation of the power-controlling means for accelerating and decelerating the engine, a manually operable switch for completing circuits to the motor and being movable to different positions corresponding to different positions of the power-controlling means, and a second reversible motor controlled by the switch and being mechanically connected thereto to open said switch for cutting off the energy supply to the first said motor in any setting of the switch throughout its entire range of movement.

'7. In a controlling apparatus for locomotives, the combination with a plurality of engines and individual power-controlling means for the engines, reversible motors to effect the operation of the power-controlling means, circuits connecting the motors, a manually operable switch on one locomotive to close the circuits for effecting synchronized operation of the motors, and being shiftable to different positions corresponding to predetermined positions of the power-controlling means, and a reversible motor controlled by the switch and being mechanically connected there to to open said switch and thereby simultaneously cut off the energy supply to the first said motors.

8. In a controlling apparatus for locomotives, the combination with a plurality of engines and individual power-controlling means for the engines, of reversible motors to actuate the powercontrollingmeans, circuits connecting the m0- tors, a plurality of control stations connected to the circuits for effecting synchronized operation of the motors and any one of which control stations may serve to control the motors, each station comprising a manually operable switch shiftable to different positions corresponding to predetermined positions of the power-controlling means, and motors mechanically connected to the switches for opening said switches and thereby simultaneously cutting off the energy supply to all of the first said motors.

9. In a controlling apparatus for locomotives, the combination with an engine and power-controlling means therefor, of a reversible motor to effect the operation of the power-controlling means, circuits leading from a source of energy supply to the motors, a control station comprising an oscillatory switch arm interposed in the motor circuits and having a pair of opposed contacts, a lever pivotally grounded to the arm and having contactors to cooperate with the contacts for closing the motor circuits, and a reversible.

movement oft-ho lever for opening themotor cirmitsm any position switch am -,thr011gh' outfits m oofmmcment. v v 10. Jul controlling apparatua for; locomotives, 6:3 the oombiaationwithan engine and'power-eom mum meano therofor of; a reversible-motorto --posltion of theswitch arm throughout its range effect the operation of the power-controlling ofmovement, and-springs interposed between the mtmye'ucuita leading fromu source of: energy switch amend-the lever to normally maintain supply'tothe motors, a control station'- eompris- :the eontactorsfreefromthe contacts. 3 oscillatory-twitch,arminterpoecd in the HERMANN mdtoreixcuits-andhaving a pair oi-opposed con- -tacts,-= a. lever; pivotally grounde' to the arm and bavmg -eontactors to cooperate with the contacts forolosing the motor circuits, a reversibie motor to actuate the arm 1n=the direction of. movement LEMP:

ofthe ileverfor openingthe motor circuits many 

